Movable body rescue system and movable body rescue method

ABSTRACT

Each vehicle includes a detection device configured to detect a situation outside the vehicle. When a server receives from a depleted EV a help signal requesting power supply from another vehicle to the depleted EV, the server selects, from among the other vehicles, a rescue EV to supply electric power to the depleted EV. The rescue EV moves to the depleted EV, determines a stopping position of the rescue EV from a situation around the depleted EV detected by the detection device, and performs power supply to the depleted EV at the stopping position.

This nonprovisional application is based on Japanese Patent ApplicationNo. 2017-212082 filed on Nov. 1, 2017 with the Japan Patent Office, theentire contents of which are hereby incorporated by reference.

BACKGROUND Field

The present disclosure relates to a movable body rescue system and amovable body rescue method, and particularly to a system for rescuing amovable body equipped with a power storage device storing electric powerfor traveling, and a method for rescuing the movable body.

Description of the Background Art

Japanese Patent Laying-Open No. 2006-113892 discloses an automaticrunning management system that allows an electric vehicle with a lowstate of charge of a power storage device storing electric power fortraveling to reliably reach a charging location.

In this automatic running management system, when it is determined thatthe state of charge of the power storage device is equal to or lowerthan a prescribed value, a charging station reservation is made, andlocation information of the charging station is provided to the electricvehicle. A controller of the electric vehicle causes automatic runningof the electric vehicle to the charging station by automatic drivingbased on the provided location information of the charging station and acar navigation device (see Japanese Patent Laying-Open No. 2006-113892).

However, depending on the state of charge of the power storage device,and the location of the charging station having power supply equipmentcapable of charging the power storage device, it may be impossible forthe electric vehicle to even reach the nearest charging station.

SUMMARY

The present disclosure has been made to solve the aforementionedproblem, and has an object to provide a system for rescuing a movablebody having a power storage device that can be charged without travel toa charging station, and a method for rescuing the movable body.

A movable body rescue system of the present disclosure includes: a firstmovable body equipped with a first power storage device storing electricpower for traveling; a plurality of second movable bodies each equippedwith a second power storage device storing electric power for traveling;and a server configured to communicate with the first movable body andthe plurality of second movable bodies. The first movable body isconfigured such that the first power storage device can be charged byreceiving electric power from any one of the plurality of second movablebodies. Each of the second movable bodies is configured to supplyelectric power stored in the second power storage device to the firstmovable body. Each of the second movable bodies includes a detectiondevice configured to detect a situation outside the second movable body.When the server receives from the first movable body a help signalrequesting power supply from any one of the plurality of second movablebodies to the first movable body, the server is configured to select,from among the plurality of second movable bodies, a power-supplyingmovable body (rescue EV) to supply electric power to the first movablebody. The power-supplying movable body is configured to move to thefirst movable body, determine a stopping position of the power-supplyingmovable body from a situation around the first movable body detected bythe detection device, and perform power supply to the first movable bodyat the stopping position.

With the configuration as described above, the power-supplying movablebody (rescue EV) selected from among the plurality of second movablebodies can be moved to the first movable body that has issued the helpsignal (depleted EV), to supply power from the power-supplying movablebody to the first movable body. According to this movable body rescuesystem, therefore, the first power storage device equipped on the firstmovable body can be charged without the first movable body traveling toa charging station. Moreover, according to this rescue system, thestopping position of the power-supplying movable body is determined inconsideration of the situation around the first movable body detected bythe detection device. Thus, power can be supplied from thepower-supplying movable body to the first movable body without causingany inconvenience to the surroundings of the first movable body.

When it is determined, from the situation around the first movable bodydetected by the detection device, that there is no element behind thefirst movable body that hinders the power-supplying movable body fromstopping, the power-supplying movable body may be configured todetermine that a space behind the first movable body is the stoppingposition.

Accordingly, the power supply to the first movable body is performedwhile the power-supplying movable body is stopped behind the firstmovable body. Thus, a risk that the first movable body receiving thepower will get hit from behind can be reduced.

When it is determined, from the situation around the first movable bodydetected by the detection device, that a space behind the first movablebody is a no-stopping zone, the power-supplying movable body may beconfigured to determine that a space in front of the first movable bodyis the stopping position.

Accordingly, the power supply to the first movable body while thepower-supplying movable body is stopped in the no-stopping zone can beavoided.

Each of the second movable bodies may be configured to transmit to theserver a signal indicating whether or not the second movable body cansupply electric power to the first movable body (rescue intentionsignal). When the server receives the help signal from the first movablebody, the server may be configured to select the power-supplying movablebody from among second movable bodies each indicating by the signal itsability to supply electric power to the first movable body.

Accordingly, the selection of a second movable body incapable ofsupplying power to the first movable body as the power-supplying movablebody can be avoided.

When the server receives the help signal from the first movable body,the server may be configured to select a second movable body closest tothe first movable body of the plurality of second movable bodies as thepower-supplying movable body.

Accordingly, the power-supplying movable body can be moved in theshortest time possible to the first movable body that has issued thehelp signal, to supply power from the power-supplying movable body tothe first movable body.

When the server receives the help signal from the first movable body,the server may be configured to select, from among the plurality ofsecond movable bodies, a second movable body storing a prescribed andrequired power amount (possible power supply amount) in the second powerstorage device as the power-supplying movable body. Here, the requiredpower amount is calculated from a stored power amount of the secondpower storage device, and a power amount that allows travel from alocation of power supply to the first movable body to power supplyequipment capable of charging the second power storage device.

Accordingly, a situation where the power-supplying movable body cannottravel to the power supply equipment (charging station) after thecompletion of the power supply from the power-supplying movable body tothe first movable body can be avoided.

A rescue method of the present disclosure is a movable body rescuemethod used in a system including a first movable body, a plurality ofsecond movable bodies, and a server configured to communicate with thefirst movable body and the plurality of second movable bodies. The firstmovable body is equipped with a first power storage device storingelectric power for traveling, and is configured such that the firstpower storage device can be charged by receiving electric power from anyone of the plurality of second movable bodies. Each of the secondmovable bodies is equipped with a second power storage device storingelectric power for traveling, and is configured to supply electric powerstored in the second power storage device to the first movable body.Each of the second movable bodies includes a detection device configuredto detect a situation outside the second movable body. The rescue methodincludes: when the server receives from the first movable body a helpsignal requesting power supply from any one of the plurality of secondmovable bodies to the first movable body, selecting, from among theplurality of second movable bodies, a power-supplying movable body(rescue EV) to supply electric power to the first movable body; movingthe power-supplying movable body to the first movable body; detecting asituation around the first movable body by the detection device;determining a stopping position of the power-supplying movable body fromthe situation around the first movable body detected by the detectiondevice; and supplying electric power from the power-supplying movablebody stopped at the stopping position to the first movable body.

The foregoing and other objects, features, aspects and advantages of thepresent disclosure will become more apparent from the following detaileddescription of the present disclosure when taken in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 schematically shows an overall configuration of a movable bodyrescue system according to a first embodiment.

FIG. 2 shows an example configuration of a vehicle.

FIG. 3 shows how electric power is supplied to a depleted vehicle fromanother vehicle.

FIG. 4 shows configurations of a controller of the vehicle and a serverin further detail.

FIG. 5 shows an example stopping position of a rescue EV that has movedto a depleted EV.

FIG. 6 shows another stopping position of the rescue EV that has movedto the depleted EV.

FIG. 7 is a sequence diagram showing exchange of information amongrespective elements of the movable body rescue system according to thefirst embodiment.

FIG. 8 shows a configuration of data stored in a vehicle information DBof the server.

FIG. 9 is a flowchart for illustrating a procedure of processesperformed by a controller of the depleted EV.

FIG. 10 is a flowchart for illustrating a procedure of processesperformed by a processor of the server.

FIG. 11 is a flowchart for illustrating a procedure of processesperformed by a controller of the rescue EV.

FIG. 12 is a flowchart illustrating the details of stopping positioncontrol performed in step S240 of FIG. 11.

FIG. 13 shows an example stopping position of the rescue EV that hasmoved to the depleted EV in a modification.

FIG. 14 is a flowchart illustrating the details of the stopping positioncontrol in the modification.

FIG. 15 is a flowchart for illustrating a procedure of processesperformed by the processor of the server in a second embodiment.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Embodiments of the present disclosure will be described below in detailwith reference to the drawings. The same or corresponding parts aredesignated by the same characters in the drawings and descriptionthereof will not be repeated.

First Embodiment <System Configuration>

FIG. 1 schematically shows an overall configuration of a movable bodyrescue system 10 according to a first embodiment. With reference to FIG.1, movable body rescue system 10 includes a plurality of electricallypowered vehicles (hereinafter also referred to simply as “vehicles”) 100and a server 200. Each vehicle 100 and server 200 are configured tocommunicate with each other through a communication network 500 such asthe Internet or a telephone line. It should be noted that each vehicle100 is configured to send and receive information to and from a basestation 510 of communication network 500 through wireless communication.

Each vehicle 100 is a movable body configured to perform driverlessdriving. Each vehicle 100 is an electric vehicle (hereinafter alsoreferred to as “EV”) capable of generating driving power for travelingusing electric power from an equipped power storage device, and allowingthe power storage device to be charged using electric power suppliedfrom a power supply external to the vehicle, as will be described laterin connection with FIG. 2. Each vehicle 100 is also configured to supplythe electric power of the equipped power storage device to a powerstorage device of another vehicle 100.

Server 200 communicates with each vehicle 100 through communicationnetwork 500, and sends and receives various types of information to andfrom each vehicle 100. The configuration and operation of server 200will be described in detail later.

FIG. 2 shows an example configuration of vehicle 100. With reference toFIG. 2, vehicle 100 includes a power storage device 110, a system mainrelay SMR, a PCU (Power Control Unit) 120, a motor generator 130, adrive-train gear 135, and a driving wheel 140. Vehicle 100 furtherincludes a bidirectional power conversion device 150, an inlet 155, acharging relay RY, and a controller 160.

Power storage device 110 is an electric power storage componentconfigured to be chargeable/dischargeable. Power storage device 110 isconfigured to include a secondary battery such as a lithium ion batteryor a nickel-metal hydride battery, or include a power storage elementsuch as an electric double layer capacitor, for example. Power storagedevice 110 outputs, to controller 160, detected values of voltage andcurrent of power storage device 110 detected by sensors not shown in thefigure.

PCU 120 is a driving device for driving motor generator 130, and isconfigured to include a power conversion device such as a converter oran inverter (neither shown). PCU 120 is controlled by controller 160,and converts DC power received from power storage device 110 into ACpower for driving motor generator 130.

Motor generator 130 is an AC rotating electrical machine, such as apermanent-magnet type synchronous motor including a rotor having apermanent magnet embedded therein. Output torque from motor generator130 is transmitted to driving wheel 140 via drive-train gear 135, tocause travel of vehicle 100. Motor generator 130 is also capable ofgenerating electric power using rotation power of driving wheel 140during braking operation of vehicle 100. The electric power thusgenerated is converted by PCU 120 into charging power for power storagedevice 110.

Controller 160 includes an ECU (Electronic Control Unit), varioussensors, a navigation device, a communication module and the like (notshown in FIG. 2), receives signals from the various sensors, outputs acontrol signal to each device, and controls vehicle 100 and each device.Controller 160 also performs various types of control for performingdriverless driving of vehicle 100 (such as driving control, brakingcontrol, and steering control). Controller 160 also generates controlsignals for controlling PCU 120, a steering device, a charger and thelike (not shown). The configuration of controller 160 will be describedin detail later.

Bidirectional power conversion device 150 is connected to power storagedevice 110 through charging relay RY. Bidirectional power conversiondevice 150 is also connected to inlet 155 by power lines ACL1 and ACL2.Bidirectional power conversion device 150 is controlled by controller160, and converts electric power input through inlet 155 into electricpower with which power storage device 110 can be charged. Bidirectionalpower conversion device 150 also converts electric power supplied frompower storage device 110 into electric power of a prescribed voltagelevel, and supplies the power to inlet 155.

In this manner, in vehicle 100, bidirectional power conversion device150 allows power storage device 110 to be charged using the electricpower input through inlet 155, and allows the electric power stored inpower storage device 110 to be supplied to the outside of the vehiclethrough inlet 155. Accordingly, in this movable body rescue system 10,electric power can be supplied from vehicle 100 having a high amount ofstored power to depleted vehicle 100.

FIG. 3 shows how electric power is supplied to depleted vehicle 100 fromanother vehicle 100. With reference to FIG. 3, inlet 155 of vehicle 100to receive electric power (hereinafter also referred to as “depleted EV101”) and inlet 155 of vehicle 100 to supply electric power (hereinafteralso referred to as “rescue EV 102”) are connected together through apower cable 300.

Then, electric power is supplied from power storage device 110 of rescueEV 102 to power storage device 110 of depleted EV 101 through powercable 300. Accordingly, power storage device 110 of rescue EV 102 isdischarged, and power storage device 110 of depleted EV 101 is charged.

Although each vehicle 100 includes bidirectional power conversion device150 in the above description, depleted EV 101 to receive power supplyfrom rescue EV 102 may include, instead of bidirectional powerconversion device 150, a charger having only the function of convertingthe electric power input through inlet 155 into charging power for powerstorage device 110. Rescue EV 102 to supply power to depleted EV 101 mayinclude, instead of bidirectional power conversion device 150, a powersupply device having only the function of converting the electric powerstored in power storage device 110 and supplying the power to inlet 155.

FIG. 4 shows configurations of controller 160 of vehicle 100 and server200 in further detail. With reference to FIG. 4, controller 160 ofvehicle 100 includes an ECU 170, a sensor group 180, a navigation device185, a detection device 187, and a communication module 190. ECU 170,sensor group 180, navigation device 185, detection device 187, andcommunication module 190 are connected to one another via an in-vehiclewired network 195 such as a CAN (Controller Area Network).

ECU 170 is configured to include a CPU (Central Processing Unit) 171, amemory 172, and an input/output buffer 173. In response to a signal fromeach sensor of sensor group 180, ECU 170 controls devices to bringvehicle 100 into a desired state. For example, in a driverless mode inwhich vehicle 100 is caused to travel by driverless driving, ECU 170performs various types of control for implementing driverless driving ofvehicle 100 by controlling PCU 120 (FIG. 2) serving as a driving deviceand the steering device (not shown). ECU 170 also receives detectedvalues of voltage and current of power storage device 110, andcalculates a SOC (State Of Charge) of power storage device 110 based onthese detected values.

It should be noted that “driverless driving” in the driverless moderefers to driving in which driving operations of vehicle 100 such asacceleration, deceleration, and steering are performed without adriver's driving operations. Specifically, this vehicle 100 isconfigured to perform fully automatic driving defined as “Level 5”. Thatis, in the driverless driving by ECU 170, a driver is not required toride on the vehicle under any situation.

Therefore, controller 160 includes sensor group 180 to detect situationsinside and outside vehicle 100. Sensor group 180 includes an externalsensor 181 configured to detect a situation outside vehicle 100, and aninternal sensor 182 configured to detect information corresponding to atraveling state of vehicle 100 and detect a steering operation, anaccelerating operation, and a braking operation.

External sensor 181 includes a camera, a radar, a LIDAR (Laser ImagingDetection And Ranging) and the like, for example (neither shown). Thecamera captures an image of a situation outside vehicle 100 and outputs,to ECU 170, captured image information regarding the situation outsidevehicle 100. The radar transmits electric waves (for example, millimeterwaves) to the surroundings of vehicle 100, and receives electric wavesreflected by an obstacle to detect the obstacle. Then, the radaroutputs, to ECU 170, a distance to the obstacle and a direction of theobstacle as obstacle information regarding the obstacle. The LIDARtransmits light (typically, ultraviolet rays, visible rays, or nearinfrared rays) to the surroundings of vehicle 100, and receives lightreflected by an obstacle to measure a distance to the reflecting pointand detect the obstacle. The LIDAR outputs, to ECU 170, the distance tothe obstacle and a direction of the obstacle as obstacle information,for example.

Internal sensor 182 includes a vehicle speed sensor, an accelerationsensor, a yaw rate sensor and the like, for example (neither shown). Thevehicle speed sensor is provided on a wheel of vehicle 100 or a driveshaft that is rotated together with the wheel, detects a rotating speedof the wheel, and outputs vehicle speed information including the speedof vehicle 100 to ECU 170. The acceleration sensor includes aforward/backward acceleration sensor to detect acceleration in aforward/backward direction of vehicle 100, and a lateral accelerationsensor to detect lateral acceleration of vehicle 100, for example. Theacceleration sensor outputs acceleration information including bothaccelerations to ECU 170. The yaw rate sensor detects a yaw rate(rotation angle speed) around the vertical axis of the center of gravityof vehicle 100. The yaw rate sensor is a gyro sensor, for example, andoutputs yaw rate information including the yaw rate of vehicle 100 toECU 170.

Navigation device 185 includes a GPS receiver 186 to specify a locationof vehicle 100 based on electric waves from artificial satellites (notshown). Navigation device 185 performs various types of navigationprocesses of vehicle 100 using the location information (GPSinformation) of vehicle 100 specified by GPS receiver 186. Specifically,navigation device 185 calculates a traveling route (expected travelingroute or target route) from the current location of vehicle 100 to adestination based on the GPS information of vehicle 100 and road mapdata stored in the memory (not shown), and outputs information of thetarget route to ECU 170. It should be noted that navigation device 185notifies the target route to the user by way of presentation on adisplay and audio output from a speaker (neither shown).

Detection device 187 is configured to include a camera or a LIDAR, forexample, and detects a situation outside vehicle 100. For example,detection device 187 can detect other vehicles located around vehicle100. Then, detection device 187 outputs a result of the detection to ECU170. It should be noted that a camera or a LIDAR included in externalsensor 181 of sensor group 180 may be used as detection device 187.

Communication module 190 is an in-vehicle DCM (Data CommunicationModule), and is configured to perform bidirectional data communicationwith communication device 210 of server 200 through communicationnetwork 500 (FIG. 1).

Server 200 includes a communication device 210, a storage device 220,and a processor 230. Communication device 210 is configured to performbidirectional data communication with communication module 190 ofvehicle 100 through communication network 500 (FIG. 1).

Storage device 220 includes a map information database (DB) 221 and avehicle information database (DB) 222. Map information DB 221 storesdata on map information. Vehicle information DB 222 stores informationof each vehicle 100 utilized in this movable body rescue system 10. Eachvehicle 100 to be utilized in movable body rescue system 10 can beutilized in movable body rescue system 10 through a registrationprocedure in advance. Information of vehicle 100 thus registered isstored in vehicle information DB 222. A data configuration of vehicleinformation DB 222 will be described later.

When a help signal requesting power supply from another vehicle 100 isreceived from depleted EV 101, processor 230 selects, based on thevehicle information stored in vehicle information DB 222, rescue EV 102to supply power to depleted EV 101 from among a plurality of vehicles100 (excluding depleted EV 101). Then, processor 230 notifies selectedrescue EV 102 of a rescue request to move to depleted EV 101.

<Method for Rescuing Depleted EV 101>

When the SOC of power storage device 110 decreases, vehicle 100, whichis an EV, can travel to a charging station having power supply equipmentand have power storage device 110 charged by the power supply equipment.However, depending on the SOC of power storage device 110 and thelocation of the charging station capable of charging power storagedevice 110, it may be impossible for vehicle 100 to even reach thenearest charging station.

Thus, in this first embodiment, a system is provided in which, when ahelp signal requesting power supply from another vehicle 100 is issuedfrom depleted EV 101, rescue EV 102 is selected from among the pluralityof vehicles 100, to allow power supply from selected rescue EV 102 todepleted EV 101. Such a system allows power storage device 110 equippedon depleted EV 101 to be charged using rescue EV 102, without depletedEV 101 traveling to a charging station.

Moreover, in this first embodiment, when rescue EV 102 moves to depletedEV 101, rescue EV 102 detects a situation around depleted EV 101 usingdetection device 187, and determines a stopping position of rescue EV102 in consideration of the situation around depleted EV 101. Then,after rescue EV 102 has stopped at the determined stopping position,power supply from rescue EV 102 to depleted EV 101 is performed.Accordingly, power can be supplied from rescue EV 102 to depleted EV 101without causing any inconvenience to the surroundings of depleted EV101.

FIG. 5 shows an example stopping position of rescue EV 102 that hasmoved to depleted EV 101. With reference to FIG. 5, when rescue EV 102approaches depleted EV 101, depleted EV 101 and its surroundingsituation are detected by detection device 187 (FIG. 4) of rescue EV102.

Then, when there is no element (person or object) in a space S1 behinddepleted EV 101 that hinders rescue EV 102 from stopping, rescue EV 102determines that space S1 behind depleted EV 101 is a stopping positionand stops in space S1. Accordingly, the power supply to depleted EV 101is performed while rescue EV 102 is stopped behind depleted EV 101.Thus, a risk that depleted EV 101 receiving the power will get hit frombehind can be reduced.

FIG. 6 shows another stopping position of rescue EV 102 that has movedto depleted EV 101. With reference to FIG. 6, as with the case of FIG.5, when rescue EV 102 approaches depleted EV 101, depleted EV 101 andits surrounding situation are detected by detection device 187 (FIG. 4)of rescue EV 102.

In this example, detection device 187 detects that there are peoplebehind depleted EV 101. When there is an element (person or object)behind depleted EV 101 that hinders rescue EV 102 from stopping in thismanner, rescue EV 102 avoids stopping behind depleted EV 101, determinesthat a space S2 in front of depleted EV 101 is a stopping position, andstops in space S2.

It should be noted that the stopping of rescue EV 102 into space S1 orspace S2 using detection device 187 can be implemented using varioustypes of known parking assistance systems. After the stopping of rescueEV 102, the connection between rescue EV 102 and depleted EV 101 bypower cable 300 is made by a user of depleted EV 101, or a user ofrescue EV 102 (if the user is onboard).

The details of control in movable body rescue system 10 according to thefirst embodiment are described below.

FIG. 7 is a sequence diagram showing exchange of information amongrespective elements (depleted EV 101, rescue EV 102 and server 200) ofmovable body rescue system 10 according to the first embodiment.Although FIG. 7 shows only depleted EV 101 and rescue EV 102 as vehicles100 to facilitate understanding, there are actually a plurality ofpotential vehicles 100 for rescue EV 102.

With reference to FIG. 7, depleted EV 101 and rescue EV 102 need to makea utilization registration in advance. Pieces of information of depletedEV 101 and rescue EV 102 (owners, vehicle types, etc.) are registeredwith server 200 by the advance utilization registration.

When rescue EV 102 receives a rescue request (power supply request) foranother vehicle 100, rescue EV 102 transmits to server 200 a signalindicating whether or not rescue EV 102 can perform a rescue (powersupply) (rescue intention signal). Rescue EV 102 also transmits toserver 200 information indicating the current location and the SOC ofpower storage device 110 of rescue EV 102. The rescue intention signal,as well as the information indicating the current location and the SOCare regularly transmitted from rescue EV 102 to server 200, and arestored in vehicle information DB 222 of server 200.

When the SOC of power storage device 110 equipped on depleted EV 101falls below a prescribed value, depleted EV 101 transmits to server 200a help signal requesting power supply from another vehicle 100. DepletedEV 101 also transmits to server 200, together with the help signal,information indicating the current location and the SOC of power storagedevice 110 of depleted EV 101.

When server 200 receives the help signal from depleted EV 101, server200 refers to the information of each vehicle 100 stored in vehicleinformation DB 222, and selects, from among the plurality of vehicles100, rescue EV 102 to move to depleted EV 101 and supply power todepleted EV 101. Then, server 200 transmits a rescue request (requestfor power supply to depleted EV 101) to selected rescue EV 102. Thisrescue request includes the location information of depleted EV 101,information of a requested power amount indicating an amount of power tobe supplied to depleted EV 101, and the like.

Rescue EV 102 that has received the rescue request (power supplyrequest) from server 200 transmits a confirmation signal indicating thatrescue EV 102 can perform a rescue to server 200, and searches for atraveling route from the current location of rescue EV 102 to thelocation of depleted EV 101 based on the location information ofdepleted EV 101.

When server 200 receives the confirmation signal from rescue EV 102, onthe other hand, server 200 transmits a notification of rescue by rescueEV 102 to depleted EV 101. This rescue notification includes informationof rescue EV 102 (information specifying rescue EV 102 such as vehicletype, an amount of power that can be supplied from rescue EV 102, etc.),location information about a charging station around the currentlocation of depleted EV 101, and the like.

When the traveling route to the location of depleted EV 101 is searched,rescue EV 102 moves to depleted EV 101 in accordance with the searchedtraveling route (vehicle dispatch). Specifically, rescue EV 102 moves todepleted EV 101 by driverless driving in accordance with the searchedtraveling route in the driverless mode, and moves to depleted EV 101 bya driver's driving in accordance with the traveling route displayed on adisplay screen of navigation device 185 (FIG. 4) in a driver-operatedmode.

When rescue EV 102 approaches depleted EV 101, depleted EV 101 and itssurrounding situation are detected by detection device 187 of rescue EV102, and a stopping position of rescue EV 102 is determined inconsideration of the situation around depleted EV 101. Then, when rescueEV 102 stops at the stopping position determined in consideration of thesituation around depleted EV 101, rescue EV 102 performs power supply todepleted EV 101 through power cable 300 connected between depleted EV101 and rescue EV 102 by the user of depleted EV 101 or rescue EV 102.On the other hand, depleted EV 101 performs power reception from rescueEV 102 (charging of power storage device 110 equipped on depleted EV101) through power cable 300.

FIG. 8 shows a configuration of the data stored in vehicle informationDB 222 of server 200. With reference to FIG. 8, a vehicle ID is anidentification number for specifying vehicle 100. Various types of dataindicating the owner, vehicle type, current location, SOC, whether ornot a help signal is being received, requested power amount, presence orabsence of a rescue intention, possible power supply amount, possibilityof external power supply, vehicle situation and the like of that vehicle100 are associated with the vehicle ID.

In vehicle information DB 222, the current location indicates thecurrent location of vehicle 100. The SOC indicates the SOC of powerstorage device 110 equipped on vehicle 100. The current location and theSOC are regularly transmitted from each vehicle 100 to server 200 momentby moment while the system of each vehicle 100 is activated, and arestored in vehicle information DB 222.

The help signal indicates whether or not a help signal is being receivedfrom vehicle 100. The requested power amount indicates a power amountrequested by vehicle 100 issuing the help signal (depleted EV 101). Therequested power amount may be set depending on the vehicle type, or maybe set during the advance utilization registration, for example. FIG. 8shows, as an example, that the help signal is being received fromvehicle 100 having a vehicle ID of E001, and power supply of a poweramount P1 is being requested for that vehicle 100 (depleted EV 101).

The rescue intention indicates whether or not a rescue intention signalis being received from vehicle 100. As described above, the rescueintention signal is a signal indicating whether or not a rescue (powersupply) is possible when the rescue request (power supply request) foranother vehicle 100 is received. FIG. 8 shows, as an example, that therescue intention signal is being received from each of vehicles 100having vehicle IDs of E002 and E003.

The possible power supply amount indicates an amount of power that canbe supplied by vehicle 100 issuing the rescue intention signal toanother vehicle 100. The possible power supply amount may be set duringthe advance utilization registration, or may be received moment bymoment from vehicle 100 issuing the rescue intention signal.

The possibility of external power supply indicates whether or not theelectric power stored in power storage device 110 can be supplied toanother vehicle 100. Specifically, vehicle 100 equipped withbidirectional power conversion device 150 would be a vehicle capable ofperforming external power supply, and vehicle 100 equipped with acharger having only the function of charging power storage device 110,instead of bidirectional power conversion device 150, would be a vehicleincapable of performing external power supply. In FIG. 8, as an example,each of vehicles 100 having vehicle IDs of E002 to E004 is a vehicleequipped with bidirectional power conversion device 150 and capable ofperforming external power supply, and vehicle 100 having a vehicle ID ofE001 (depleted EV 101) is a vehicle equipped with a charger not havingthe external power supply function and incapable of performing externalpower supply. It should be noted that information about this possibilityof external power supply may be set during the utilization registrationof vehicle 100.

The vehicle situation includes data about whether vehicle 100 is beingdepleted or is rescuing. FIG. 8 shows, as an example, that vehicle 100having a vehicle ID of E001 and issuing the help signal is beingdepleted, and vehicle 100 having a vehicle ID of E002 of vehicles 100capable of performing external power supply is rescuing depleted vehicle100 (depleted EV 101).

FIG. 9 is a flowchart for illustrating a procedure of processesperformed by controller 160 of depleted EV 101. With reference to FIG.9, controller 160 of depleted EV 101 determines whether or not the SOCof power storage device 110 has fallen below a prescribed value (stepS10). This prescribed value is set to an SOC value at which the vehiclewill be unable to travel soon due to a decrease in SOC. When it isdetermined that the SOC is below the prescribed value (YES in step S10),controller 160 causes the vehicle to stop (step S20).

Next, controller 160 transmits to server 200 a help signal requestingpower supply from another vehicle 100 (step S30). Moreover, controller160 acquires current location information of this vehicle (depleted EV101) by navigation device 185, calculates the SOC of power storagedevice 110, and transmits the respective pieces of informationindicating the current location and the SOC to server 200 (step S40).

It should be noted that the timing of the transmission of the helpsignal, as well as the respective pieces of information indicating thecurrent location and the SOC of the vehicle to server 200 may be afterthe determination that the SOC is below the prescribed value in stepS10, and before the vehicle is stopped in step S20.

FIG. 10 is a flowchart for illustrating a procedure of processesperformed by processor 230 of server 200. The series of processes shownin this flowchart is started when server 200 receives a help signal fromdepleted EV 101.

With reference to FIG. 10, when server 200 (processor 230) receives thehelp signal from depleted EV 101, server 200 (processor 230) associatesthe help signal with the vehicle ID of depleted EV 101, and stores thefact that the help signal has been received in vehicle information DB222. Server 200 also associates the respective pieces of informationindicating the current location and the SOC of power storage device 110of depleted EV 101, which are received together with the help signalfrom depleted EV 101, with the vehicle ID of depleted EV 101, and storesthem in vehicle information DB 222.

Then, server 200 refers to vehicle information DB 222, and extractsvehicles 100 indicating a rescue intention (excluding depleted EV 101)(step S110). Next, with regard to each extracted vehicle 100, server 200reads from vehicle information DB 222 the current location of thisvehicle 100, and the current location of vehicle 100 issuing the helpsignal (depleted EV 101). Then, server 200 refers to map information DB221, and calculates a travel distance between each extracted vehicle 100and depleted EV 101 (step S120).

Based on the calculated travel distance between each vehicle 100 anddepleted EV 101, server 200 selects vehicle 100 located closest todepleted EV 101 (vehicle 100 having the shortest travel distance todepleted EV 101) as rescue EV 102 to supply power to depleted EV 101(step S130). Accordingly, rescue EV 102 can be dispatched to depleted EV101 in a short period of time while power consumption of rescue EV 102moving to supply power to depleted EV 101 is suppressed.

Then, server 200 transmits a rescue request (power supply request) toselected rescue EV 102 (step S140). On this occasion, server 200 readsfrom vehicle information DB 222 the respective pieces of informationindicating the location information and the requested power amount ofdepleted EV 101, and transmits them together with the rescue request torescue EV 102.

FIG. 11 is a flowchart for illustrating a procedure of processesperformed by controller 160 of rescue EV 102. The series of processesshown in this flowchart is started when rescue EV 102 receives a rescuerequest from server 200.

With reference to FIG. 11, controller 160 of rescue EV 102 receives fromserver 200, together with the rescue request, the respective pieces ofinformation indicating the location of depleted EV 101 and the requestedpower amount showing an amount of power to be supplied to depleted EV101 (step S210). Then, controller 160 sends back a signal indicatingconfirmation of the rescue request to server 200 (step S215).

Then, based on the location information of depleted EV 101 receivedtogether with the rescue request in step S210, controller 160 searchesfor a traveling route to depleted EV 101 using navigation device 185(step S220). Then, rescue EV 102 travels to depleted EV 101 inaccordance with the searched traveling route (step S225). Specifically,in the driverless mode, controller 160 controls rescue EV 102 such thatrescue EV 102 travels in accordance with the searched traveling route.In the driver-operated mode, controller 160 causes the searchedtraveling route to be displayed on the display screen of navigationdevice 185, and the driver drives rescue EV 102 such that rescue EV 102travels in accordance with the displayed traveling route.

When rescue EV 102 approaches depleted EV 101 and depleted EV 101 isdetected by detection device 187 (FIG. 4) of rescue EV 102 (YES in stepS230), controller 160 acquires an image of depleted EV 101 and itssurroundings from detection device 187 (step S235).

Then, controller 160 performs stopping position control of determining astopping position of rescue EV 102 in consideration of the situationaround depleted EV 101 detected by detection device 187, and causingrescue EV 102 to stop at the determined stopping position (step S240).The details of this stopping position control will be described later.

When rescue EV 102 stops at the stopping position determined by thestopping position control, controller 160 determines whether or notpreparations for power supply from rescue EV 102 to depleted EV 101 havebeen completed (step S245). When the connection between rescue EV 102and depleted EV 101 by power cable 300 (FIG. 3) is confirmed, forexample, it can be determined that the preparations for power supplyhave been completed. When it is determined that the preparations forpower supply have been completed (YES in step S245), controller 160performs power supply to depleted EV 101 through power cable 300 bycontrolling bidirectional power conversion device 150 (step S250).

FIG. 12 is a flowchart illustrating the details of the stopping positioncontrol performed in step S240 of FIG. 11. With reference to FIG. 12,controller 160 of rescue EV 102 determines whether or not the driverlessmode is being used (step S310).

When the driverless mode is being used (YES in step S310), controller160 determines, based on the image of the surroundings of depleted EV101 acquired from detection device 187, whether or not there is anelement (person or object) behind depleted EV 101 that hinders rescue EV102 from stopping (step S315).

When it is determined that there is no stop-hindering element behinddepleted EV 101 (NO in step S315), controller 160 determines that aspace behind depleted EV 101 is a stopping position of rescue EV 102,and causes rescue EV 102 to stop behind depleted EV 101 (step S320).

When it is determined in step S315 that there is a stop-hinderingelement behind depleted EV 101 (YES in step S315), on the other hand,controller 160 determines that a space in front of depleted EV 101 is astopping position of rescue EV 102, and causes rescue EV 102 to stop infront of depleted EV 101 (step S325).

When the driver-operated mode is being used (NO in step S310),controller 160 causes the image of depleted EV 101 and its surroundingsdetected by detection device 187 to be displayed on the display screenof navigation device 185 (step S330).

Then, when it is possible for rescue EV 102 to stop behind depleted EV101 (YES in step S335), controller 160 causes a stopping range forguiding and stopping rescue EV 102 behind depleted EV 101 to bedisplayed on the display screen of navigation device 185 (step S340).When it is not possible for rescue EV 102 to stop behind depleted EV 101(NO in step S335), on the other hand, controller 160 causes a stoppingrange for guiding and stopping rescue EV 102 in front of depleted EV 101to be displayed on the display screen of navigation device 185 (stepS345).

It should be noted that whether or not it is possible for rescue EV 102to stop behind depleted EV 101 may be based on input of the user whoconfirmed the display screen of navigation device 185, or may bedetermined by controller 160 based on the image of the surroundings ofdepleted EV 101 acquired from detection device 187.

Then, when the stopping range is displayed on the display screen ofnavigation device 185 in step S340 or step S345, controller 160 controlsrescue EV 102 such that rescue EV 102 stops within the displayedstopping range (step S350). It should be noted that the movement ofrescue EV 102 into the stopping range may be performed by a driver'sdriving.

Although each vehicle 100 is configured to perform driverless driving inthe above description, each vehicle 100 is not necessarily required tobe a vehicle capable of driverless driving. When rescue EV 102 is not avehicle capable of driverless driving, the respective processes fromstep S310 through step S325 are omitted, and the stopping positioncontrol is indicated by the series of processes from step S330 throughstep S350.

As described above, according to this first embodiment, rescue EV 102selected from among the plurality of vehicles 100 can be moved todepleted EV 101 that has issued the help signal, to supply power fromrescue EV 102 to depleted EV 101. According to this first embodiment,therefore, power storage device 110 equipped on depleted EV 101 can becharged without depleted EV 101 traveling to a charging station.

According to this first embodiment, the stopping position of rescue EV102 is determined in consideration of the situation around depleted EV101 detected by detection device 187. Thus, power can be supplied fromrescue EV 102 to depleted EV 101 without causing any inconvenience tothe surroundings of depleted EV 101.

According to this first embodiment, when there is no element behinddepleted EV 101 that hinders rescue EV 102 from stopping, rescue EV 102is stopped behind depleted EV 101, and power supply to depleted EV 101is performed in this state. Thus, a risk that depleted EV 101 receivingthe power will get hit from behind can be reduced.

According to this first embodiment, rescue EV 102 is selected from amongvehicles 100 indicating that they can supply power to depleted EV 101 bythe rescue intention signal indicating whether or not vehicle 100 cansupply power to depleted EV 101. Thus, the selection of vehicle 100incapable of supplying power to depleted EV 101 as rescue EV 102 can beavoided.

According to this first embodiment, vehicle 100 closest to depleted EV101 of the plurality of vehicles 100 is selected as rescue EV 102. Thus,rescue EV 102 can be moved in the shortest time possible to depleted EV101 that has issued the help signal, to supply power from rescue EV 102to depleted EV 101.

[Modification]

When there is no element (person or object) behind depleted EV 101 thathinders rescue EV 102 from stopping, but the space behind depleted EV101 is a no-stopping zone, then the stopping of rescue EV 102 behinddepleted EV 101 may be avoided, and rescue EV 102 may be stopped infront of depleted EV 101.

FIG. 13 shows an example stopping position of rescue EV 102 that hasmoved to depleted EV 101 in this modification. With reference to FIG.13, when rescue EV 102 approaches depleted EV 101, depleted EV 101 andits surrounding situation are detected by detection device 187 (FIG. 4)of rescue EV 102.

In this example, a no-stopping zone S3 behind depleted EV 101 isdetected by detection device 187. For example, a zone indicating thatstopping is legally prohibited by diagonal lines and the like, or a zonewhere stopping is not legally prohibited but it is impossible orundesirable to stop (the road surface is rough, there are plants andtrees, etc.) may be detected by detection device 187 as no-stopping zoneS3.

It should be noted that, when no-stopping zone S3 is a zone wherestopping is legally prohibited or the like, and no-stopping zone S3 canbe identified from map information included in navigation device 185 ofrescue EV 102, for example, then it can be determined whether or notthere is no-stopping zone S3 behind depleted EV 101 without usingdetection device 187.

When the space behind depleted EV 101 is no-stopping zone S3, rescue EV102 avoids stopping behind depleted EV 101, determines that space S2 infront of depleted EV 101 is a stopping position, and stops in space S2.

This modification is different from the first embodiment described abovein the details of the stopping position control performed in step S240of FIG. 11.

FIG. 14 is a flowchart illustrating the details of the stopping positioncontrol in this modification. This flowchart corresponds to theflowchart shown in FIG. 12 in the first embodiment.

With reference to FIG. 14, controller 160 of rescue EV 102 determineswhether or not the driverless mode is being used (step S410). When thedriverless mode is being used (YES in step S410), controller 160determines whether or not a space behind depleted EV 101 is ano-stopping zone based on an image of the surroundings of depleted EV101 acquired from detection device 187 (step S415).

When it is determined that the space behind depleted EV 101 is not ano-stopping zone (NO in step S415), controller 160 determines that thespace behind depleted EV 101 is a stopping position of rescue EV 102,and causes rescue EV 102 to stop behind depleted EV 101 (step S420).When it is determined that the space behind depleted EV 101 is ano-stopping zone (YES in step S415), on the other hand, controller 160determines that a space in front of depleted EV 101 is a stoppingposition of rescue EV 102, and causes rescue EV 102 to stop in front ofdepleted EV 101 (step S425).

When the driver-operated mode is being used (NO in step S410),controller 160 causes an image of depleted EV 101 and its surroundingsdetected by detection device 187 to be displayed on the display screenof navigation device 185 (step S430).

Then, when the space behind depleted EV 101 is not a no-stopping zone(NO in step S435), controller 160 causes a stopping range for guidingand stopping rescue EV 102 behind depleted EV 101 to be displayed on thedisplay screen of navigation device 185 (step S440).

When the space behind depleted EV 101 is a no-stopping zone (YES in stepS435), on the other hand, controller 160 causes the no-stopping zone tobe highlighted on the display screen of navigation device 185 (stepS445). Then, controller 160 causes a stopping range for guiding andstopping rescue EV 102 in front of depleted EV 101 to be displayed onthe display screen of navigation device 185 (step S450).

It should be noted that whether or not the space behind depleted EV 101is a no-stopping zone may be based on input of the user who confirmedthe display screen of navigation device 185, or may be determined bycontroller 160 based on the image of the surroundings of depleted EV 101acquired from detection device 187. The process of step S450 ofhighlighting the no-stopping zone may be omitted.

Then, when the stopping range is displayed on the display screen ofnavigation device 185 in step S440 or step S450, controller 160 controlsrescue EV 102 such that rescue EV 102 stops within the displayedstopping range (step S455). It should be noted that the movement ofrescue EV 102 into the stopping range may be performed by a driver'sdriving.

As described above, according to this modification, rescue EV 102 isstopped in front of depleted EV 101 when the space behind depleted EV101 is a no-stopping zone. Thus, the power supply to depleted EV 101while rescue EV 102 is stopped in the no-stopping zone can be avoided.

Second Embodiment

In the first embodiment and its modification described above, vehicle100 closest to depleted EV 101 is selected as rescue EV 102. In thissecond embodiment, rescue EV 102 is selected in consideration of thelocation of a charging station around depleted EV 101, such that rescueEV 102 can travel to the nearby charging station after the power supplyfrom rescue EV 102 to depleted EV 101.

An overall configuration of a movable body rescue system according tothis second embodiment is the same as that of movable body rescue system10 according to the first embodiment shown in FIG. 1.

FIG. 15 is a flowchart for illustrating a procedure of processesperformed by processor 230 of server 200 in the second embodiment. Theseries of processes shown in this flowchart is also started when server200 receives a help signal from depleted EV 101.

With reference to FIG. 15, when server 200 (processor 230) receives thehelp signal from depleted EV 101, server 200 (processor 230) refers tovehicle information DB 222, and extracts vehicles 100 indicating arescue intention (excluding depleted EV 101) (step S510). Then, server200 refers to map information DB 221, and calculates a travel distancebetween each extracted vehicle 100 and depleted EV 101 (step S520). Itshould be noted that the processes performed in these steps S510 andS520 are the same as the processes performed in steps S110 and S120shown in FIG. 10, respectively.

Based on the travel distance between each vehicle 100 and depleted EV101 calculated in step S520, server 200 temporarily selects vehicle 100located closest to depleted EV 101 (vehicle 100 having the shortesttravel distance to depleted EV 101) as rescue EV 102 to supply power todepleted EV 101 (step S530).

Next, server 200 refers to vehicle information DB 222 and mapinformation DB 221, and searches for a charging station around depletedEV 101 (step S540). Then, server 200 calculates, in consideration of theSOC of power storage device 110 of rescue EV 102 temporarily selected instep S530, and the location of the charging station searched in stepS540, a possible power supply amount from rescue EV 102 to depleted EV101 (step S550).

Specifically, server 200 calculates a power amount that allows rescue EV102 to travel from the current location of depleted EV 101 to thesearched charging station, and calculates a possible power supply amountfrom rescue EV 102 to depleted EV 101 from the calculated power amountand the SOC (remaining power amount) of rescue EV 102.

It should be noted that the charging station around depleted EV 101 maybe a charging station closest to depleted EV 101, or may be selected atrescue EV 102 by presentation to rescue EV 102. As to the calculation ofthe possible power supply amount of rescue EV 102, server 200 mayacquire information indicating power consumption of rescue EV 102 fromrescue EV 102 in order to calculate the possible power supply amount, orrescue EV 102 may calculate its own possible power supply amount, andserver 200 may acquire a result of the calculation from rescue EV 102.

Next, server 200 calculates, in consideration of the location of thecharging station searched in step S540, a power amount requested bydepleted EV 101 (step S560). Specifically, server 200 calculates, as therequested power amount of depleted EV 101, a power amount that allowsdepleted EV 101 to travel from the current location of depleted EV 101to the searched charging station.

Then, server 200 compares the possible power supply amount of rescue EV102 calculated in step S550 and the requested power amount of depletedEV 101 calculated in step S560, to determine whether or not depleted EV101 can be rescued by rescue EV 102 (step S570).

Specifically, when the possible power supply amount of rescue EV 102 isequal to or greater than the requested power amount of depleted EV 101,it is determined that depleted EV 101 can be rescued by rescue EV 102.When the possible power supply amount of rescue EV 102 is smaller thanthe requested power amount of depleted EV 101, on the other hand, it isdetermined that depleted EV 101 cannot be rescued by rescue EV 102. Thatis, it can be said that the aforementioned possible power supply amountis a required power amount for vehicle 100 to be selected as rescue EV102.

When it is determined in step S570 that depleted EV 101 cannot berescued by rescue EV 102 (NO in step S570), server 200 temporarilyselects, from among vehicles 100 extracted in step S510, vehicle 100located next closest to depleted EV 101 as rescue EV 102 to supply powerto depleted EV 101 (step S590). The process then returns to step S550,and server 200 performs the respective processes from step S550 throughstep S570 again.

Although not particularly shown, when there is no vehicle 100 that canbe temporarily selected as rescue EV 102 in step S590, server 200 maytransmit a rescue request to the JAF® or a vehicle dealership, forexample, before the process proceeds to the end.

When it is determined in step S570 that depleted EV 101 can be rescuedby rescue EV 102 (YES in step S570), on the other hand, server 200transmits a rescue request (power supply request) to selected rescue EV102 (step S580). It should be noted that the process performed in stepS580 is the same as the process performed in step S140 shown in FIG. 10.

As described above, in this second embodiment, rescue EV 102 is selectedin consideration of the location of a charging station around depletedEV 101, such that rescue EV 102 can travel to the nearby chargingstation after the power supply from rescue EV 102 to depleted EV 101.According to this second embodiment, therefore, a situation where rescueEV 102 cannot travel to the charging station after the completion of thepower supply from rescue EV 102 to depleted EV 101 can be avoided.

Although the present disclosure has been described and illustrated indetail, it is clearly understood that the same is by way of illustrationand example only and is not to be taken by way of limitation, the scopeof the present disclosure being interpreted by the terms of the appendedclaims.

What is claimed is:
 1. A movable body rescue system comprising: a firstmovable body equipped with a first power storage device storing electricpower for traveling; a plurality of second movable bodies each equippedwith a second power storage device storing electric power for traveling;and a server configured to communicate with the first movable body andthe plurality of second movable bodies, wherein the first movable bodyis configured such that the first power storage device can be charged byreceiving electric power from any one of the plurality of second movablebodies, each of the plurality of second movable bodies is configured tosupply electric power stored in the second power storage device to thefirst movable body, each of the plurality of second movable bodiesincludes a detection device configured to detect a situation outside thesecond movable body, when the server receives from the first movablebody a help signal requesting power supply from any one of the pluralityof second movable bodies to the first movable body, the server isconfigured to select, from among the plurality of second movable bodies,a power-supplying movable body to supply electric power to the firstmovable body, and the power-supplying movable body is configured to moveto the first movable body, determine a stopping position of thepower-supplying movable body from a situation around the first movablebody detected by the detection device, and perform power supply to thefirst movable body at the stopping position.
 2. The movable body rescuesystem according to claim 1, wherein when it is determined, from thesituation around the first movable body detected by the detectiondevice, that there is no element behind the first movable body thathinders the power-supplying movable body from stopping, thepower-supplying movable body is configured to determine that a spacebehind the first movable body is the stopping position.
 3. The movablebody rescue system according to claim 1, wherein when it is determined,from the situation around the first movable body detected by thedetection device, that a space behind the first movable body is ano-stopping zone, the power-supplying movable body is configured todetermine that a space in front of the first movable body is thestopping position.
 4. The movable body rescue system according to claim1, wherein each of the plurality of second movable bodies is configuredto transmit to the server a signal indicating whether or not the secondmovable body can supply electric power to the first movable body, andwhen the server receives the help signal from the first movable body,the server is configured to select the power-supplying movable body fromamong second movable bodies each indicating by the signal its ability tosupply electric power to the first movable body.
 5. The movable bodyrescue system according to claim 1, wherein when the server receives thehelp signal from the first movable body, the server is configured toselect a second movable body closest to the first movable body of theplurality of second movable bodies as the power-supplying movable body.6. The movable body rescue system according to claim 1, wherein when theserver receives the help signal from the first movable body, the serveris configured to select, from among the plurality of second movablebodies, a second movable body storing a prescribed and required poweramount in the second power storage device as the power-supplying movablebody, and the required power amount is calculated from a stored poweramount of the second power storage device, and a power amount thatallows travel from a location of power supply to the first movable bodyto power supply equipment capable of charging the second power storagedevice.
 7. A movable body rescue method used in a system including afirst movable body, a plurality of second movable bodies, and a serverconfigured to communicate with the first movable body and the pluralityof second movable bodies, wherein the first movable body is equippedwith a first power storage device storing electric power for traveling,and is configured such that the first power storage device can becharged by receiving electric power from any one of the plurality ofsecond movable bodies, each of the plurality of second movable bodies isequipped with a second power storage device storing electric power fortraveling, and is configured to supply electric power stored in thesecond power storage device to the first movable body, each of theplurality of second movable bodies includes a detection deviceconfigured to detect a situation outside the second movable body, andthe rescue method comprises when the server receives from the firstmovable body a help signal requesting power supply from any one of theplurality of second movable bodies to the first movable body, selecting,from among the plurality of second movable bodies, a power-supplyingmovable body to supply electric power to the first movable body, movingthe power-supplying movable body to the first movable body, detecting asituation around the first movable body by the detection device;determining a stopping position of the power-supplying movable body fromthe situation around the first movable body detected by the detectiondevice; and supplying electric power from the power-supplying movablebody stopped at the stopping position to the first movable body.